US1792764A - Auxiliary lifting wing for aeroplanes - Google Patents

Description

Feb. 17, 1931. H. M. SALISBURY ET AL 1,792,764

AUXILIARY LIFTING WING FOR AEROPLANES 4 4 Sheets-Sheet 1 Filed Dec. 29, 1928 I E TORS. gv fw BY I 4); MM ,2 ATTORNEYS.

Feb. 1(7, 1931. H. M. SALISBURY ET AL 1,792,764

AUXILIARY LIFTING WING FOR AEROPLANES Filed Dec. 29, 1928 4 Sheets-Sheet 2 I VENTOR 6 Mp 07 BY a W ATTORNEYS.

f 7 Feb. 17, 1931. H. M. SALISBURY ET AL 3 AUXILIARY LIFTING WING FOR AEROPLANES Filed Dec. 29, 1928 4 Sheets-Sheet 3 771/ JINIT'ENTORS.

BY 15. W

A TTORNEYS.

Feb. 17, 1931. H. M. SALISBURY ET AL 1,792,764

AUXILIARY LIFTING WING FOR AEROPLANES Filed Dec. 29. 1928 '4 Sheets-Sheet 4 1 1 I R I l 1 .l I Q. I N I 1/, l

I I I I $57 17: E INVENTORS.

ATT NEYS.

Patented Feb. 17, 1931 M. SALISBURY, OF

WALNUT enovn, AND SACRAMENTO, CALIFORNIA ARTHUR n. MILLER, or

AUXILIARY LIF'I'ING WING r012. AEnorLANEs Application filed December 29, 1928. Serial No. 329,278.

This invention relates to improvements in aeroplane construction, and especially tothe application of auxiliary lifting Wings therefor. I Aeroplanes, as ordinarily constructed, op-

erate under numerous disadvantages, but for the purpose of the present invention only two of the more important will'be referred to. First, high landing speed, and second, high speedwhen taking off the ground.

An aeroplane, when'traveling at a high rate of speed, requires a comparativelysmall wing surface and when high speed 1s desirable, a small wing surface is employed. A small wing surface, however, necessitates a high landing speed and a long runway for landing, and when taking off a long runway is also necessary as the plane must reach a high speed to enable it to leave the ground.

The object of the present invention 1s to generally improve the operation of aeroplanes, first by enabling the plane to land at a lower rate of speed, second by enabling the plane to rise more rapidly on the take-- off, and third by enabling the plane to operate at a higher speed when in fllght. The

invention, more specifically stated, embodies sent alarge area at their forward-leading a pair of auxiliary lifting wings or other supporting'surfaces which are used in taking oil and landing, which may be moved out of the air stream when in flight to insure higher speed, and further in providing a second set of auxiliary wings which may function either as ailerons or as brakes when landing. The auxiliary lifting wings and the mechanism controlling andoperating the same are shown byway of illustration in the accompanying drawings in which: i

Fig. 1 is a side elevation of an aeroplane 4 showing the applicationof the invention,

Fig.2 is a partial shown in Fig. 1, I

Fig. 3 is a front view of the plane shown in Fig.1

Fig. 4 is a cross section of the fuselage showing the mechanism whereby the auxiliary wings are controlled,

- Fig. 5 isa longitudinal'section of a portion of the fuselage showing the mechanism whereby the auxiliary wings are controlled,

Figs. 4 and 5.

plan view of the plane Fig. 6 is a cross section of the fuselage showing a modified form of mechanism for. controlling the auxiliary lifting wings,

Fig. 7'is a lbngitudinal section of aIportionof the fuselage taken on line VII-VII,

1g. 8 is an enlarged cross section taken on line VIII-VIII of Fig. 7.

Referring to the drawings in detail, particularly to Figs. 1, 2, 3 and 4, it will be noted that an aeroplaneof the monoplane type is illustrated. In these drawings A indicates the fuselage, Bthe main wings or planes, C the running gear, D the rudder, E the propeller and F the auxiliary lifting wings. These wings are perhaps best illustrated in It will there be noted that the wings are secured at their inner ends to shafts 2 which are suitably journalled in opposite sides ofthe fuselage. The wings are inclined so that their forward'edges assume a higher position than the trailing edges, and it is accordingly necessary to place the shafts 2 on an inclined plane with relation to a horizontal line drawn through the fuselage, this being clearly shown in Fig. 5.

The auxiliary lifting wings may be constructed in any suitable manner, but they preedges and a smaller area at edges. That is, the wings are wider at the front than at the rear and the outer edges of the wings are bent downwardly or curved as shown at'3., and as such. tend to pocket and their trailing direct the air towards the trailing edges.

Pockets such as indicated at fare formed on opposite sides of the fuselage and the wings are adapted to be folded into these pockets when the plane is in flight and higher speed is desired. Also they may be folded into the pockets when the wings are not in use.

Extending longitudinally of the fuselage and substantially central thereof is a shaft 5, I

at opposite ends of which are mounted pulleys 6, 8*and 9. .Secured on one of the shaft is a comparatively large sprocket gear 10 and disposed above the shaft 5 is a control shaft 11 on which is secured a small sprocket gear 12, the gears 10 and 12 being connected by a chain 13. The control shaft is supported on bearings 14 and 15, and the bearing 15'is provided with a stationary jaw clutch face 16. The outer end of the shaft is square and a hand wheel 17. having a jaw clutch 18 on its inner face is slidable on the square end of the shaft. The clutch members 16 and 18 are normally held in engagement by a spring 19 which engages the outer face of the hand wheel. Secured at oppo site ends of the shaft 2 are crank arms 20 and 21. Secured to the inner ends of the crank arms are cables 22 and 23, the cable 22 being secured at its opposite end to the drum 7, while the cable 23 is secured at its opposite end to the drum 9. Secured to the drums 6 and 8 are cables 24 and 25. The outer ends of these cables are in turn secured to the outer ends of the auxiliary lifting wings at the points indie ted at 26 and 27. The cables 22 and 23 are wound about the drums in one direction while the cables 24 and25 are wound about the other drums in the opposite direction. Hence, when a turning movement is transmitted to the shaft 5 through means of the hand wheel 17, the con-v trol shaft 11 andthe'sprocket chain 13, a pull will be exerted on the cables 24and 25 topull the wings inwardly against the fuselage and the cables 22 and 23 will pay out so as to permit the cranks to swing to the dotted line position shown in Fig. 4. Conversely when shaft 5 is rotated in the op osite directionby means of the hand wheel 1 cables 24 and 25 willpay out while a pull will be exerted on the cables 22 and 23 and the wings will thus be extended.

In actual practice it will be noted that the auxilia lifting wings E are attached to opposite sides of the fuselage at a point just rearwardly of the ropeller: This is importtant as it is desired to utilize the rearwardly directed blast of the propeller to increase the lifting capacity of the plane when taking oif. Hence, when it is desired to take off, the wings E are extended as shown in Fig. 3, the blast of the propeller is then directed under and overthe wings and due to the added lifting capacity thus procured it is possible for the plane to take off the ground at a comparatively slow speed. This is not only advantageous when it is considered \that a comparatively short runway may be employed, but it is also advantageous as it permits the plane to take off with a lar er load.

After the p ane has taken off and picks up speed it is possible to materially increase the speed by removing the auxiliar wings from the air stream. This is accomp ished, as previously stated, b rotating the shaft 5 in one direction. The ifting wings are thus swung about their pivot shafts 2 and folded into the pockets 4 of the fuselage. When so withdrawn head resistance is materially reduced and the speed of the plane proportionately increased. I

.When landin the wings are again extended and a; t e lifting capacity 1smaterially increased by the additional wing surface rovided, it is obvious that the landing speed may be materially reduced. The exact position which the auxiliary wings E should assume to obtain maximum lifting capacity can be determined by experiment. It is for this reason that the hand wheel 17 is provided with the jaw clutch 18. That is, the hand wheel 17 is grasped and pulled rearwardly when it isdesired to extend or retract the auxiliary lifting wings, but when the desired position is assumed, the hand wheel is merely released and when so released it is pushed forward into engagement with the jaw clutch by means of, the spring 19 and locked, thereby locking the wings in any adjusted position. The operation is therefore comparatively simple'and the wings may be extended or folded in a comparatively short period of time.

In order that the landing speed may be further reduced a second pair of auxiliary wings may be employed, as indicated at 40. These wings are secured to respective shafts 41 and 42 extending crosswise of the fuselage and at a pointrearwardly of the auxiliary wings E. Each shaft is provided with a lever 43, and each lever is provided with a locking pawl 44 coo eratingwith a toothed segmental rack 45. %y graspindg both levers and pulling them both rearwar ly in unison, both of the wings 40 are swung from a substantially horizontal position to a vertical osition wherein they will function asbrakes y presenting a comparatively large verticalv area which resists forward motion, and also by pocketing the air passing under the aux-' iliary wings E. Conversely by swinging the levers upwardly the secondary wlngs may.

be swung to a horizontal, or any intermediate position, where they will form a substantial continuation of the wings E, and thereby proportionately increase t e supporting area thereof.

. The wings 40 are adapted to operate in unison or independently of each other, as separate controlling levers are provided,

"hence they may also function as ailerons.

Itshould assumed that the wings 40 will assume a substantially horizontal position when the plane is in flight so as to reduce head resistance to a minimum. It should also be understood that the wings E- will be folded during flight, as it is then desirable to reduce-the supporting area and head resistance to'a mimmum to insure the greatest speed. On the other hand, when making a landing, supporting area and head resistance should be increased to a maximum as it is under these conditions that the landing speed may be materially reduced. I

' In some instances it may be desirable to rovide independent controls for each auxliary lifting wing. Such a control is shown in FlgS. '6,

and 8. In this instance, hand wheels are employed, as indicated at 30 and 31. These wheels are provided with a jaw clutch, such as shown at 32 and either wheel may thus be locked or released by moving it away from the clutch. Each hand wheel rotates a control shaft, such as shown at 33, and each shaft is provided with drums, such as shown at 34 to which the several control cables are attached. That is, the cables are attached to the inner crank arms and to the outer ends of theiwings in'a manner similar to that shown in Fig. 4, but as the two control shafts are em loyed, one set of cables will be directed to t e drums 34: and another set of cables to the drums indicated at 35, and it will also be necessary to employ directing sheaves or pulleys, such as shown at 36 and 371. The enechanism is :otherwise" substantially identical, but one advantage "is obtained, to wit, that of permitting independent movement of either of the auxiliary lifting wings. This is advantageous in some instances, as lateral'stability may be materially improved-by such control.-

l/Vhile certain features of the present in,--.

vention are more or less specifically described, we wish it understood that various changes may be resorted to within the scope of the appended claim-s, similarly, that the materials and finishes of the several parts employed may be such as the manufacturer may decide or varying conditions or uses may demand. Y

' Having thus described our invention, what we claim and desire to secure by Letters Patent is: A

1. In an aeroplane a fuselage, main lift ing wings attached thereto, a propeller at the forward end of the fuselage, a pair of auxiliary lifting wings pivotally attached at their inner ends to the fuselage one on each side thereof at a point rearwardly of the propel ler, means whereby the auxiliary wings may be swung in unison or independently of each other to assume a vertical position against the sides of the fuselage or swung to assume a substantially horizontal position, and means for securing the wings against movement in any position assumed.

2. In an aeroplane a fuselage, main lifting wings attached thereto, a propeller 'at the forward end of the fuselage, a pair of shafts extending longitudinally of the fuselage one on each side thereof, journal members supporting the shafts, a pair of auxiliary lifting wings, one on each side of the fuselage, said wings being secured at their inner "ends to the respective shafts, said fuselage having a pocket formed in each side thereof for the reception of the wings, means for transmitting a rotary movement to the shafts to swing the wings outwardly from the pockets to assume a position substantially parallel tothe main lifting wings, said means adapted to transmit a reverse rotary movement to the shafts to' I side thereofat a return the wings to the pockets, and means for securing thewings against movement in either POSitIOIL.

said wings being secured at their inner'ends to the respective shafts, 'said fuselage having a pocket formed in each side thereof for the reception of the wings, a pair of crank arms secured to each'shaft, a third shaft journalled invthe fuselage and extending longitudinally thereof, a plurality of drums secured on said shaft, cables connecting thec'rank arms with certain drums, a second set of cables secured to the wings adjacent their outer ends, said cables connected at their inner ends to the other drums, manually controlled means for transmitting rotary movements to the .third shaft and the drums carried thereby in one directionpr another, to swing the wings outwardly or inwardly with relation to the pockets and means for locking said third shaft and drums carried thereby against rotation. l V

4. In an aeroplane a fuselage,'main lifting wings attached thereto, a propeller at the forward end of the fuselage, a iliary lifting wings pivotally their inner ends to the fuselage pair of. aux-. attached, at one on each peller, may be swung to assume a vertical position against the sides of the fuselage or swungto assume a substantially horizontal position, a second set of auxiliary wings disposed rearwardly of the first-named auxiliary {wings and forming substantially a continuation thereof, and means whereby the second setof wings may be swung from a substantially horizontal position to a vertical position.

, 5. In an aeroplane a fuselage, main lifting wings attached thereto, a propeller at the forward end ofthe fuselage, a pair of auxiliary liftingawings pivotally attached at their inner ends to the fuselage one on each side thereof at a point rearwardly of the propel;

ler, means whereby the auxiliary wings may be swung to assume a vertical position against the sides of the fuselage or swung to assume a substantially horizontal position, a second 3. In an aeroplane a fuselage, mainlift point rearwardly of the promeans whereby the auxiliary wlngs set of auxiliary wings disposed rearwardly of a the first-named auxiliary wings and forming substantially a continuation thereof, and

means whereby the second set ofwings may be swung froma substantially horizontal position to a vertical position, in unison or independently of. each other. e I

6. Inan aeroplane a fuselage, main lifting wings attached thereto, a propeller at the forward. end of} the fuselage, a pair of auxiliary lifting win s pivotal! attached at I their inner ends to the fuselage one on each side thereof at a point rearwardly of the propeller, means whereby the auxiliary wings may be swun to assume a vertical position against the tsldes of the fuselage or swung to assume a substantially horizontal position, a second set of auxiliary wings disposed rearwardly of the first-named auxiliary Wings and forming substantially a continuation thereof, means wherebiyr the second set of wings may be swung om a substantially horizontal position to a vertical position in unison or independently of each other, and means for securing the wings against movement in either posltion or in any intermediate position.

7. In an aeroplane of the character described, a fuselage, a pair of main wings extended laterall therefrom, said wings having their effective surfaces removed ad acent the fuselage, whereby the portion of t e air stream ad acent the fuselage will be inefiective, and a second air of wings hingedly atat tached to the fuse age and capable of being extended outwardly to utilize said portion of the air stream adjacent the fuselage.

8. In an aeroplane of the character de scribed, a fuselage, a air of main wings ex- 80 tended laterally there om, said wings having their effective surfaces removed adjacent the fuselage, whereby the portion of the air stream adjacent the fuselage will be inefiective, and a second pair of wings hingedly at tached to the fuselage and capable of being extended outwardly to utilize said portion of. the air stream ad acent the fuselage, said wings being wider at the front than at the rear and having their outer edge bent downwardly to convey the air stream inwardly and under the fuselage.

9. In an aeroplane of the character described, a fuselage, a pair of main wings extended laterally therefrom, said having their efiective surfaces remove adjacent the fuselage, wherebzhthe P rtion of the air stream adjacent the selage will be inefiective, a second pair of wings hingedly attached to the fuse age and capable of being extended outwardl' to utilize said rtion o the air stream a jacent the fuse age, said wings being wider at, the front than at the rear and having their outer edge bent downwardly to convey the air stream inwardly and under the fuselage, a flap hingedl secured to v the rear end of saidwings, an means for swinging the flaps from a horizontal to a ver tical position orto any intermediate 'tion.

' HERVEY M. SALISB Y. ARTHUR E.

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